[Mark Horne]

Hi Robert, we will have the new Sprint Enduro chassis ready to test in a couple of weeks. Are you also looking at Grattan for a test day again this fall? I hope to be able to come up and give it a try, just need to know where.

 

Thanks, have a great day

[Mark Horne]

I heard a rumor that the SMC Axle clutch business was sold. Not sure to who, if this is accurate or wishful thinking.

Anyone know for sure?

[Mark Horne]

Tire temp across the rear tire should be used to set PSI. Even temps “generally” mean correct PSI. Changing track width could require different PSI.

As Mr Lawson said, using temps to set front camber is a good strategy. The front end geometry will affect the handling and best handling may end up with uneven tire temps and quickly worn tires. I always try to get the front geometry correct first by looking at the handling. It takes more time and experience as someone said above, Karting requires different chassis tuning to be fast. It is even different from Sprints to Enduros.

 

JT, a new model coming?? I need to get some training to expand my basic understanding of sorting through the data. I will look on line.

[Mark Horne]

Years ago I was sponsored by Switzer, Hardees and Red Barron Pizza over a few seasons of sprint racing. We were doing a bunch of street racing as well. So for the bigger events we gave a shout out to the sponsor a few weeks out and offered to show any member of the sponsors company, their friends and business partners what a “Racing Kart” is, how they work and why they are hard not to like. Being sure to compare their performance potentials to cars most people can relate to helps to show these ARE real Race cars. Keep in mind most people think of concession carts from the vacation trip when they think of Karting. So showing them the difference with a big smile and politely answering questions with enthusiasm will make a great first impression. It is about passion and excellence.

We were pretty lucky with our sponsors. They did not ask for much except to be included. I did send them race schedules and detailed race reports once a month. Management really liked the “Speed Reports” each month. It gave the workforce as a whole something common to talk about and cheer for. That whole “Team Thing” you know. We also participated in their open house and special promotional events by bringing the “Racing Karts” all cleaned up and looking great. We would wear our driving suits regardless of how hot it was that day. If it was outside and the Sponsor said it was ok we would fire the engine and watch the heads turn. Soon a crowd would gather and the kids always wanted their picture taken in the kart. Parents always love that.

For how much to ask for, first research the sponsor and see how you could help them promote their business. Is it team work, technology, professionalism or excelling in competition that can be leveraged to help. All businesses want to make money and most can be researched to get an approximate annual income level. If you already have their attention and they want to help you, it is important to just ask them how you can help them. Now you just made yourself more valuable. Will your team be an important part of their image. Do they send out monthly advertising and your team will be featured or will it simply be a flyer in their window. How important you are to them should be reflected in how much to ask for.

When I had the sponsorships back in the day, they were “Sponsorships”. Today you are wanting to “Partner” with the businesses. We were able to collect enough to race the whole season with the best equipment. Back then, circa 1992-1995, $5000 covered a lot of racing. Our first year of sponsorship we only received $2000. Others noticed us making it easier to offer and receive more.

So, it is a complicated equation. You are in your second year and are at a great point to establish a fantastic reputation which is always worth more later. If there are indeed multiple people interested in helping you, it might be best to get 2-5 sponsors, at a lower investment level, on the kart the first couple of years. Then you will be building your experience both on the track and off. Every skill counts when it comes to racing.

[Mark Horne]

Excellent, thanks for posting

[Mark Horne]

What were you readings? Is this a Mychron EGT probe?

 

I assume you have the probe in the tube between the header flange and the can. The probe should be inserted to the center of the tube as well. If you have both of these conditions you should be seeing temps up to 1180-1200F down to ambient.

The Mychron EGT probe reacts pretty fast so you should that reflected when working properly. You could take the probe out and with the gauge on wave a propane torch back and forth over it. If the temps go up and down the probe is probably good and there is something not right with the install.

[Mark Horne]

Yes, a big thanks to all. It was a long drive home but worth every minute.

We were able to dial in the new chassis with the pre-planned program. Just a few more small tweaks and we are ready to campaign the car. It is pretty strange how after about two years of working on this when we finally got it to work it took about 24 hours for it to sink in. At some point today a big smile came across my face and a huge sense of relief. Kevin said he could not sleep last night thinking about the results. It was a long road trying to test on race weekends. A fall test at Hastings and this weekend at Grattan just proves there is no substitution for a real test day. We learn more on those two days than we did in a year and a half trying it on race weekends.

So to all who were not there, it will be some of the best money you can spend to up your game. Just come prepared to test, not practice.

[Mark Horne]

Raymundo, Data you will only find testing on a Dyno:

1) Finding your best carb. Best to start with a few because some are just better than others or require different jetting to provide max power output. Some carbs are junk(depending on make).

2) 2-Cycle: Best Header, Flex Length and Pipe combination. With the power curve detailed at SAE corrected numbers you kind find the max a setup will provide and evaluate it to another. Perhaps one for short tracks and one for long. Then use the DA to help find fastest setup on track. You can adjust if the AD changes.

3) Peak Torque. Every one needs to know this. If you racing single speed you will use it for clutch hook up. If you are shifting you will want to bang into the next gear where the most acceleration will happen.

4) Torque at MAX revs. With the DA you can tune the final drive for top end speed. This is really a fine tune thing. If you think you need more torque to the road and want to add a tooth or two just do a quick calculation to find out where you will loose the top speed. If it takes 8lb/ft of torque to push your ride at top speed you can multiply that by your final drive. Then if you add teeth (you should know how much RPM gain per tooth and find the torque number there) you refer to power data to see if 3 teeth is too many to push your ride again to the same MPH.

5) EGT vs HP/Torque. Peak for each are at different values. While we know cooler for better torque and hotter for better top end performance, the latter can be the sucker punch. Over a full race if you constantly are at the top end of EGT the engine could, most likely will, drop off in power output. This can be seen on the DA when at the track if you isolate the data for a longer straight with equal entry speeds, Distance / Time.

6) Your best Engine package. Most have more than one more and with manufacturing tolerances one most likely will perform better than the other. Perhaps one will be better on the top end.

————

These are just a few of the key points. For those who say a Dyno Tuned motor won the race is only telling part of the story. They had to set the ride up correctly and drive consistent laps. While some will also argue track testing is the only way, I agree only in part. The track run is the application of the best available package. For the experienced, hard learned lessons tell them which way to alter a setup. This requires extensive note taking and great feed back from the driver. Over time this works but it has its elevated cost most ignore.

If the program followed will find the key data listed above you will know exactly what you are showing up with and be more apt to use the DA more to your advantage in shorter period of time. While the cost may seem high at first to Dyno test, how much does it cost to travel, buy tires, race fuel and entry/practice fees for each time out to the track? Will the data collected be as accurate and can you use the data at different tracks?

Lastly, if Dyno testing was not an essential tool to reach the top step, the professionals in motorsport would not bother. Some will also argue that they have never been beat by a Dyno. While that is 100% accurate, what they were beat by was a better package, Car/Driver, that out performed them.

Just my 2-cents

[Mark Horne]

Check is on the way. One driver-Enduro-Yamaha. One mechanic.

[Mark Horne]

Excellent, what would be the deadline for sending money? Something about mid March???

[Mark Horne]

Robert, I hope you get enough but I am still confused. It happens a lot so don’t tale it personally. Not sure if this is a single test day (open track for the day) or is it a practice and race that was mentioned before.

Most likely if it is a single test day we will be there (one kart-driver).

Please confirm

Thanks

Mark

[Mark Horne]

Do I understand this correctly? This will be a Friday practice / test and a race on Sat for $200? Earlier in the thread it was a test day on Sat the 11th and I just want to be sure.

If it is a test day on Sat 11th I am very interested for sure. The Friday / Sat that is being discussed might not work for us but will not know until this gets closer on the calendar. If we can make it on Friday we would be in.

1 Kart and 1 driver

[Mark Horne]

Great. see you there.

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